WO2016092825A1

WO2016092825A1 - Vehicular display control device and vehicular display control method

Info

Publication number: WO2016092825A1
Application number: PCT/JP2015/006104
Authority: WO
Inventors: 祐次野々山
Original assignee: 株式会社デンソー
Priority date: 2014-12-12
Filing date: 2015-12-08
Publication date: 2016-06-16
Also published as: JP6515519B2; US10249190B2; US20180012489A1; JP2016112987A

Abstract

A vehicular display control device for controlling the display made by a display unit of an automobile, provided with: a condition determination part (540) for determining whether or not a deviation prediction condition has been fulfilled, which is the prediction of a deviation between a speed perceived by the driver and the actual traveling speed of the automobile; a speed difference determination part (541) for determining whether or not the difference between the limit speed for the road on which the automobile is traveling and the actual traveling speed is equal to or greater than a switch determination value; and a switch control part (542) for controlling a speed display on which the traveling speed is displayed by the display unit, and switching to an emphasized display in which the speed display is emphasized, when the condition determination part has determined that the deviation prediction condition has been fulfilled and the speed difference determination part has determined that the speed difference is equal to or greater than the switch determination value.

Description

Vehicle display control device and vehicle display control method

Cross-reference of related applications

This application is based on Japanese Patent Application No. 2014-252261 filed on December 12, 2014, the disclosure of which is incorporated herein by reference.

The present disclosure relates to a vehicle display control device and a vehicle display control method for controlling display by a display unit of the host vehicle.

Conventionally, it is widely known that the driver's bodily sensation speed deviates from the actual traveling speed in the own vehicle. For example, when the travel path on which the host vehicle travels is switched from an expressway having a legal maximum speed higher than that of a general road to the general road, a difference between the travel speed and the sensory speed is likely to occur.

In order to ensure safe traveling of the host vehicle even in the case where such a deviation occurs, Japanese Patent Application Laid-Open No. 2004-133867 assists safe traveling by forcibly decelerating the traveling speed below the limit speed by controlling the driving force of the own vehicle. Technology is disclosed.

Japanese Published Patent Publication No. 2006-35951

In the technique disclosed in Patent Document 1, the traveling speed is forcibly decelerated by automatic intervention of the driving force control. For this reason, the driver may feel uncomfortable with the unintended forced deceleration.

This disclosure is intended to provide a vehicle display control device and a vehicle display control method capable of reducing a sense of incongruity felt by a driver by assisting safe driving of the host vehicle.

According to an example of the present disclosure, the vehicle display control apparatus that controls display by the display unit of the host vehicle satisfies a shift prediction condition that is predicted to shift the driver's perceived speed and the actual travel speed in the host vehicle. A condition determination unit that determines whether or not a speed difference determination unit that determines whether or not a speed difference between a speed limit set on a travel path on which the host vehicle travels and an actual travel speed is greater than or equal to a switching determination value When the condition determination unit determines that the deviation prediction condition is satisfied and the speed difference determination unit determines that the speed difference is greater than or equal to the switching determination value, the display unit displays the traveling speed. A switching control unit that controls the speed display to switch to the emphasis display that emphasizes the speed display.

According to another example of the present disclosure, the vehicle display control method for controlling the display by the display unit of the host vehicle is a shift prediction in which the driver's sensation speed and the actual travel speed are predicted to shift in the host vehicle. Determining whether the condition is satisfied, determining whether the speed difference between the speed limit set on the travel path on which the host vehicle travels and the actual travel speed is greater than or equal to a switching determination value; When it is determined that the deviation prediction condition is satisfied and the speed difference is determined to be greater than or equal to the switching determination value, the display unit controls the speed display that displays the traveling speed, and the highlight display highlights the speed display. Switching.

According to the vehicle display control device and the vehicle display control method, the speed display for displaying the travel speed by the display unit in the host vehicle is predicted that the actual travel speed and the driver's perceived speed are different from each other and When the speed difference between the speed limit and the actual travel speed is greater than or equal to the switching determination value, the display is switched to highlighting. Therefore, the driver who visually recognizes the highlighted display is prompted to drive the vehicle safely and can adjust the traveling speed according to his / her intention. According to this, the uncomfortable feeling felt by the driver by assisting safe driving can be reduced.

The above and other objects, features and advantages of the present disclosure will become more apparent from the following detailed description with reference to the accompanying drawings. In the accompanying drawings,
FIG. 1 is a view showing a passenger compartment of a host vehicle equipped with a travel assist system according to the first embodiment. FIG. 2 is a block diagram showing the driving assist system according to the first embodiment. FIG. 3 is a block diagram showing a plurality of blocks constructed by the HCU of FIG. FIG. 4 is a diagram in which the display state of the HUD is different from FIG. FIG. 5 is a schematic diagram showing a deviation prediction condition for determining whether or not the first condition determination block in FIG. FIG. 6 is a schematic diagram showing the cancellation prediction condition for which establishment / absence is determined in the second condition determination block of FIG. FIG. 7 is a flowchart showing a vehicle display control flow by the HCU of FIG. FIG. 8 is a flowchart showing the switching determination process in S10 of FIG. FIG. 9 is a flowchart showing the end determination process in S40 of FIG. FIG. 10 is a view showing the interior of the host vehicle equipped with the travel assist system according to the second embodiment. FIG. 11 is a diagram in which the display state of the HUD is different from FIG. FIG. 12 is a block diagram showing a travel assist system according to the third embodiment. FIG. 13 is a block diagram showing a plurality of blocks constructed by the display ECU in the HUD of FIG. FIG. 14 is a diagram showing a modification of FIG. FIG. 15 is a diagram showing a modification of FIG. FIG. 16 is a diagram showing a modification of FIG. FIG. 17 is a diagram showing a modification of FIG.

Hereinafter, a plurality of embodiments of the present disclosure will be described with reference to the drawings. In addition, the overlapping description may be abbreviate | omitted by attaching | subjecting the same code | symbol to the corresponding component in each embodiment. When only a part of the configuration is described in each embodiment, the configuration of the other embodiment described above can be applied to the other part of the configuration. In addition, not only combinations of configurations explicitly described in the description of each embodiment, but also the configurations of a plurality of embodiments can be partially combined even if they are not explicitly specified unless there is a problem with the combination. .

(First embodiment)
A travel assist system 1 according to a first embodiment to which the present disclosure is applied is mounted on a host vehicle 2 as illustrated in FIGS. 1 and 2. Hereinafter, the traveling speed of the host vehicle 2 is referred to as a traveling speed, and the time and the time zone in which the host vehicle 2 travels are referred to as a traveling time and a traveling time zone, respectively. The road on which the host vehicle 2 travels is referred to as a travel path, the position of the host vehicle 2 on the travel path is referred to as a travel position, and the speed limited with respect to the host vehicle 2 on the travel path is referred to as a speed limit.

The driving assist system 1 includes a periphery monitoring system 3, a vehicle control system 4, and a display system 5. The

systems

3, 4, and 5 of the travel assist system 1 are connected via an in-vehicle network 6 such as a LAN (Local Area Network).

As shown in FIG. 2, the periphery monitoring system 3 includes an external sensor 30 and a periphery monitoring ECU (Electronic Control Unit) 31. The outside sensor 30 detects obstacles that exist in the outside world area of the host vehicle 2 and may collide, such as other vehicles, artificial structures, humans, animals, and the like, and also detect traffic signs existing in the same area. To do. The external sensor 30 is, for example, one type or a plurality of types of millimeter wave radar, laser radar, sonar, camera, and the like. Here, the millimeter wave radar, the laser radar, and the sonar receive the reflected wave of the exploration wave transmitted to the exploration range in the external area of the host vehicle 2, and output obstacle detection signals and traffic sign detection signals. The camera captures an obstacle and a traffic sign that are approaching within a set distance in the external area of the host vehicle 2 by an image sensor, and outputs an image signal.

The periphery monitoring ECU 31 is mainly composed of a microcomputer, and is connected to the external sensor 30 and the in-vehicle network 6. The surroundings monitoring ECU 31 acquires obstacle information such as the type of obstacle and the relative position and relative speed of the obstacle with respect to the host vehicle 2 based on the output signal from the external sensor 30. At the same time, the periphery monitoring ECU 31 acquires sign information such as a speed limit sign, an entrance / exit guide sign, a tunnel sign, a gradient sign, and the like based on an output signal from the external sensor 30.

The vehicle control system 4 includes a vehicle state sensor 40, an occupant sensor 41, and a vehicle control ECU 42. The vehicle state sensor 40 is connected to the in-vehicle network 6. The vehicle state sensor 40 detects the traveling state of the host vehicle 2. The vehicle state sensor 40 is, for example, one type or a plurality of types among a vehicle speed sensor, an acceleration sensor, a rotation speed sensor, a rudder angle sensor, an illuminance sensor, a fuel sensor, a battery sensor, a radio wave receiver, and the like. Here, the vehicle speed sensor detects the traveling speed of the host vehicle 2 and outputs a speed signal. The acceleration sensor detects acceleration acting on the host vehicle 2 and outputs an acceleration signal. The rotation speed sensor detects the engine rotation speed in the host vehicle 2 and outputs a rotation speed signal. The steering angle sensor detects the steering angle or the turning angle of the host vehicle 2 and outputs an angle signal. The illuminance sensor detects the illuminance in the external area of the host vehicle 2 and outputs an illuminance signal. The fuel sensor detects the remaining amount of fuel in the fuel tank of the host vehicle 2 and outputs a remaining amount signal. The battery sensor detects the remaining battery level of the host vehicle 2 and outputs a remaining level signal. The radio receiver receives each radio wave from, for example, a positioning satellite, another vehicle transmitter for vehicle-to-vehicle communication, and a roadside device for road-to-vehicle communication, and the traveling position, traveling time, speed limit, and other vehicle A traffic information signal related to the host vehicle 2 or the traveling road such as the relative speed of the vehicle is output.

The passenger sensor 41 is connected to the in-vehicle network 6. The occupant sensor 41 detects the state of an occupant including a driver who has boarded the host vehicle 2. The occupant sensor 41 is, for example, one type or a plurality of types among a driver status monitor, a light switch, a winker switch, and the like. Here, the driver state monitor images the driver on the driver's seat 20 (see FIG. 1) in the passenger compartment 2r of the host vehicle 2 with an image sensor, and outputs an image signal. The light switch is operated to turn on and off various lights in the host vehicle 2, and outputs an operation signal corresponding to the operation. The winker switch is operated to operate a direction indicator in the host vehicle 2 and outputs an operation signal corresponding to the operation.

The vehicle control ECU 42 is mainly composed of a microcomputer and is connected to the in-vehicle network 6. The vehicle control ECU 42 is one type or a plurality of types including at least an integrated control ECU among an engine control ECU, a motor control ECU, a brake control ECU, an integrated control ECU, and the like. Here, the engine control ECU controls the operation of the throttle actuator of the engine and the fuel injection valve, thereby accelerating / decelerating the traveling speed of the host vehicle 2. The motor control ECU accelerates or decelerates the traveling speed of the host vehicle 2 by controlling the operation of the motor generator. The brake control ECU accelerates or decelerates the traveling speed of the host vehicle 2 by controlling the operation of the brake actuator. The integrated control ECU controls the traveling speed of the host vehicle 2 by giving a control command to another control ECU as the vehicle control ECU 42 based on the output signals from the

sensors

40 and 41. At this time, in particular, the integrated control ECU of the present embodiment functions as a forced deceleration unit when the forced deceleration condition is satisfied, thereby forcibly decelerating the traveling speed of the host vehicle 2 to be equal to or lower than the limit speed. Therefore, in the integrated control ECU, the forced deceleration condition is that the speed difference between the speed limit on the travel path and the actual travel speed is equal to or greater than a deceleration determination value that requires forced deceleration, for example, 30 km / h or greater.

As shown in FIGS. 1 and 2, the display system 5 includes a HUD (Head-up Display) 50, an MFD (Multi Function Display) 51, a combination meter 52, a display operation switch 53, and an HCU (Human Machine Interface Control Unit) 54. I have. Human Machine Interface can also be called HMI. The HCU 54 corresponds to a vehicle display control device.

As shown in FIG. 1, the HUD 50 projects an image 56 formed on a liquid crystal panel or a projection screen onto the windshield 21 of the host vehicle 2 so that a virtual image of the image 56 can be visually recognized by a driver on the driver's seat 20. indicate. At this time, the virtual image display by the HUD 50 is visually recognized by the driver in the projection area 21p of the image 56 on the windshield 21 so as to overlap with the outside scene in front of the host vehicle 2. Here, as a virtual image display by the HUD 50, a speed display 56v (including an emphasis display 56e to be described later shown in FIG. 4) that displays the traveling speed of the host vehicle 2 with a character having a predetermined size, color, and font, Adopted. Thereby, HUD50 functions as a display unit in this embodiment. Further, as the virtual image display by the HUD 50, in addition to the speed display 56v, for example, one type or a plurality of types of display among navigation information, sign information, obstacle information, and the like may be adopted. Note that a virtual image display can also be realized by projecting the image 56 onto the combiner using a combiner that is disposed on the instrument panel 22 in the passenger compartment 2r and transmits the outside scene together with the windshield 21.

The MFD 51 displays an image formed on one or a plurality of liquid crystal panels on the center console 23 in the passenger compartment 2r. Here, as the display by the MFD 51, for example, one type or a plurality of types of display including at least navigation information among navigation information, audio information, video information, communication information, and the like are employed.

The combination meter 52 displays vehicle information in front of the driver's seat 20 in the instrument panel 22. The combination meter 52 is an analog meter that displays vehicle information by indicating a scale with a pointer, or a digital meter that displays vehicle information using an image formed on a liquid crystal panel. Here, as the display of the vehicle information by the combination meter 52, for example, the traveling speed of the host vehicle 2, the operating state of the light switch, the operating state of the blinker switch, the engine speed, the remaining amount of fuel, the remaining amount of battery, etc. One or more types of display including at least speed are employed.

The display operation switch 53 is provided at one or a plurality of locations in the passenger compartment 2r that can be operated by the driver on the driver's seat 20, for example, the instrument panel 22, the center console 23, the steering handle 24, the door panel 25, and the like. It is done. The display operation switch 53 is operated in order to set the display state of each

display element

50, 51, 52 in the display system 5. As an operation form of the display operation switch 53, for example, an operation form of one place or a plurality of places among a push operation, a rotation operation, a touch operation, and the like is employed. The display operation switch 53 outputs an operation signal corresponding to the operation state.

The HCU 54 is mainly composed of a microcomputer, and is connected to the

other components

50, 51, 52, 53 of the display system 5 and the in-vehicle network 6. Based on the output signals from the

sensors

40 and 41 and the switch 53, the acquired information and control information in the

ECUs

31 and 42, and the storage information in the internal memory 54m, the HCU 54 displays the

display elements

50, 51 and 52 in the display system 5. The operation is controlled synchronously. For example, navigation display control for acquiring navigation information and displaying the acquired information by at least the MFD 51 is executed based on an output signal from the radio wave receiver and map information stored in the internal memory 54m. Further, the speed display control for displaying the traveling speed of the host vehicle 2 by the HUD 50 and the combination meter 52 is executed based on the output signal from the vehicle speed sensor. At this time, particularly in the present embodiment, since the HCU 54 functions as a vehicle display control device that controls the operation of the HUD 50 including the speed display 56v, details thereof will be described below.

As shown in FIG. 3, the HCU 54 functionally constructs a plurality of

blocks

540, 541, 542, 543, 544, and 545 by executing a vehicle display control program stored in the internal memory 54m. Of course, it is possible to construct at least a part of these

blocks

540, 541, 542, 543, 544, and 545 in hardware by one or a plurality of ICs.

The first condition determination block 540 constituting the condition determination unit determines whether or not a deviation prediction condition that is predicted to cause the driver's perceived speed to deviate from the actual traveling speed in the host vehicle 2 is satisfied. Specifically, the four conditions Cd1, Cd2, Cd3, and Cd4 shown in FIG. Here, in the condition Cd1 in which the traveling road is switched from the expressway to the general road, the expressway means that the legal maximum speed, which is the maximum value of the speed limit legally prescribed by the competent authority, is higher than that of the general road. It means a high road. In the condition Cd2 in which the traveling path is switched from the outside to the inside of the tunnel, the tunnel means a traveling path formed by digging a mountain or the underground, for example, and includes those that can be imitated as the traveling path. . In the condition Cd3 that the traveling road is a slope, the slope means a traveling road having a gradient of, for example, 5% or more with respect to the horizontal plane, and includes both an uphill road and a downhill road. In the condition Cd4 that the traveling time zone is nighttime, the nighttime means a time zone from sunset to sunrise, and includes those that are assumed as the time zone.

The first condition determination block 540 determines whether or not the conditions Cd1, Cd2, Cd3, and Cd4 are satisfied. Here, the determination of the condition Cd1 is based on, for example, navigation information acquired by navigation display control, obstacle information and sign information acquired by the periphery monitoring ECU 31, vehicle speed sensor, rudder angle sensor, radio wave receiver, driver status monitor, and blinker switch. This is executed based on one type or a plurality of types of the output signals. The determination of the condition Cd2 is, for example, one type of navigation information acquired by navigation display control, obstacle information and sign information acquired by the periphery monitoring ECU 31, and output signals from the illuminance sensor, the radio receiver, and the light switch. Alternatively, it is executed based on a plurality of types. The determination of the condition Cd3 is, for example, one of navigation information acquired by navigation display control, obstacle information and sign information acquired by the periphery monitoring ECU 31, and output signals from the acceleration sensor, the rotation speed sensor, and the radio receiver. It is executed based on the kind or plural kinds. The determination of the condition Cd4 is executed based on one type or a plurality of types among, for example, the measurement time by the internal clock 54c (see FIG. 2) of the HCU 54 and output signals from the illuminance sensor, the radio wave receiver, and the light switch. .

The first condition determination block 540 determines that the deviation prediction condition is satisfied when one of the conditions Cd1, Cd2, Cd3, and Cd4 determined in this way is satisfied. On the other hand, when all of the conditions Cd1, Cd2, Cd3, and Cd4 are not satisfied, the first condition determination block 540 determines that the deviation prediction condition is not satisfied.

The first speed difference determination block 541 constituting the speed difference determination unit determines whether or not the speed difference between the speed limit on the road and the actual travel speed is greater than or equal to a switching determination value. Specifically, the speed limit is acquired based on one type or a plurality of types of navigation information acquired by navigation display control, sign information acquired by the periphery monitoring ECU 31, and an output signal from the radio receiver, for example. The traveling speed is acquired based on an output signal from the vehicle speed sensor. The switching determination value is stored in the internal memory 54m in advance as a speed difference between the speed limit and the travel speed, which is set in advance to a speed difference that requires adjustment of the travel speed by the driver, for example, 20 km / h. Here, in particular, the switching determination value of the present embodiment is set smaller than the deceleration determination value serving as the determination criterion for the forced deceleration condition as control information of the integrated control ECU. Accordingly, in the present embodiment, when the traveling speed exceeds the limit speed by the switching determination value or more, it is determined that the speed difference is not less than the switching determination value before the forced deceleration condition is satisfied. Decided by a speed difference determination block 541. At the same time, in the present embodiment, the first speed difference determination block 541 determines that the speed difference is equal to or greater than the switching determination value even when the traveling speed is insufficient from the speed limit to the switching determination value or more.

The first switching control block 542 constituting the switching control unit displays the speed display 56v of FIG. 1 by the HUD 50 when the

judgment block

540, 541 determines whether the deviation prediction condition is satisfied and the speed difference determination greater than the switching determination value is made. To switch to the highlighted display 56e in FIG. Here, the emphasis display 56e refers to an image 56 in which the assisting performance of the safe driving by alerting is improved with respect to the driver when the display state of the driving speed is emphasized and conspicuous rather than the speed display 56v. Therefore, in particular, the emphasis display 56e of the present embodiment is based on the corner 21pc (see also FIG. 1) on the lower side of the projection area 21p defined in a substantially rectangular shape and separated from the driver's seat 20 as a starting point. It is formed by enlarging the speed display 56v to the upper side and the driver's seat 20 side. Further, in order to form the highlight 56e, in addition to the enlargement process, for example, the display character color change, display character font change, display character blinking, display character border decoration change, display character 2D3D conversion, display character Of the internal / external negative / positive conversion and the movement of the display position, one type or a plurality of types of processing may be employed. Furthermore, for example, one type or a plurality of types of processing among the generation of a warning sound or warning sound by the acoustic device 26 in the passenger compartment 2r and the application of vibration to the steering handle 24 may be adopted together with the formation of the highlight 56e. Good.

The second condition determination block 543 constituting the condition determination unit is established for the cancellation prediction condition in which the deviation between the sensation speed and the traveling speed is predicted to be eliminated after the determination of the deviation prediction condition by the first condition determination block 540 is established. Determine whether or not. Specifically, the three conditions Cr1, Cr2, Cr3 shown in FIG. 6 are adopted as the cancellation prediction conditions. Here, in the condition Cr1 in which the estimated prediction time elapses from the establishment of the deviation prediction condition, the elimination prediction time is the highlight 56e from the point in time when the deviation prediction condition is established by the driver. This time is predicted to be recognized by visually recognizing and to be eliminated by adjusting the traveling speed, and is set to 60 seconds, for example. In the condition Cr2 in which the traveling state of the host vehicle 2 follows the traveling flow of the other vehicle after the deviation prediction condition is satisfied, following the traveling flow means that the relative speed of the host vehicle 2 with respect to the preceding and following other vehicles is constant or constant. It is to become a speed that can be imitated. In the condition Cr3 in which the host vehicle 2 is temporarily stopped after the deviation prediction condition is satisfied, the temporary stop is that the traveling speed of the host vehicle 2 becomes zero speed or a speed that can be simulated as zero speed.

The second condition determination block 543 determines whether or not the conditions are satisfied for each of the conditions Cr1, Cr2, and Cr3. Here, the determination of the condition Cr1 is executed based on one type or a plurality of types among, for example, the measurement time by the internal clock 54c and the output signal from the radio receiver. The determination of the condition Cr2 is executed based on one type or a plurality of types of navigation information acquired by navigation display control, obstacle information acquired by the surrounding monitoring ECU 31, and output signals from the radio receiver and the vehicle speed sensor, for example. Is done. At this time, in particular, in the second condition determination block 543 of the present embodiment, the determination of the establishment of the condition Cr2 is made when the traveling state along the traveling flow continues for a predetermined time such as 60 seconds or more. The determination of the condition Cr3 is executed based on one type or a plurality of types among, for example, navigation information acquired by navigation display control, sign information acquired by the periphery monitoring ECU 31, and output signals from the vehicle speed sensor and the rotational speed sensor. The At this time, in particular, in the second condition determination block 543 of the present embodiment, when the temporary stop has occurred a predetermined number of times, for example, a plurality of times, a determination is made that the condition Cr3 is satisfied.

The second condition determination block 543 determines that the cancellation prediction condition is satisfied if any one of the conditions Cr1, Cr2, Cr3 determined in this way is satisfied. On the other hand, when all of the conditions Cr1, Cr2, and Cr3 are not satisfied, the second condition determination block 543 determines that the cancellation prediction condition is not satisfied.

The second speed difference determination block 544 that constitutes the speed difference determination unit, after the speed difference determination greater than or equal to the switching determination value by the first speed difference determination block 541, regarding the speed difference between the speed limit on the road and the actual travel speed, It is determined whether or not it is equal to or less than the end determination value. Specifically, the speed limit and the traveling speed are acquired in the same manner as in the first speed difference determination block 541. The end determination value is a speed difference between the speed limit and the travel speed, such as 10 km / h, for example, to reduce the annoyance felt by the driver as the travel speed approaches the normal speed limit. It is preset and stored in the internal memory 54m. Here, in particular, the end determination value of the present embodiment is set to be smaller than the switching determination value that is a determination criterion in the speed difference determination of the first speed difference determination block 541. As a result, in the present embodiment, when the overrun of the running speed with respect to the speed limit has decreased to the end determination value or less, the second speed difference determination block 544 determines that the speed difference is equal to or less than the end determination value. Be defeated. At the same time, in the present embodiment, the second speed difference determination block 544 determines that the speed difference is equal to or less than the end determination value even when the shortage of the running speed with respect to the speed limit has decreased to the end determination value or less. Be defeated.

The second switching control block 545 constituting the switching control unit displays the highlight 56e in FIG. 4 by the HUD 50 when the

determination block

543, 544 determines whether the cancellation prediction condition is satisfied and the speed difference determination value is equal to or less than the end determination value. Is switched to the speed display 56v in FIG. At this time, in the present embodiment, the highlighting 56e before switching is reduced to the lower side and the opposite side of the driver seat 20 around the corner 21pc on the lower side and away from the driver seat 20 in the projection area 21p. As a result, the speed display 56v is restored. Furthermore, for example, changing the color of the display character, changing the font of the display character, blinking the display character, changing the border decoration of the display character, 2D3D conversion of the display character, negative / positive conversion inside and outside the display character, and movement of the display position are emphasized. In the case of being adopted for forming the display 56e, the adoption process is returned before switching. Furthermore, for example, when the generation of the warning sound and the warning sound by the acoustic device 26 of the host vehicle 2 and the application of vibration to the steering handle 24 are adopted for the formation of the highlight 56e, the adoption process is stopped.

According to the HCU 54 that constructs the

blocks

540, 541, 542, 543, 544, and 545 described above, the vehicle display control flow as the vehicle display control method is realized as shown in FIGS. 7 to 9. The details will be described below. Such a vehicle display control flow starts when the engine switch of the host vehicle 2 is turned on and ends when the switch is turned off. In particular, at the start of the vehicle display control flow, the storage switching determination flag is turned off in the internal memory 54m, and the HUD 50 displays the normal speed display 56v. In the vehicle display control flow, “S” means each step (or referred to as a section). Each step can be divided into a plurality of sub-steps, while a plurality of steps can be combined into one step.

In the vehicle display control flow of FIG. 7, first, in S10, a switching determination process is executed. Specifically, as shown in FIG. 8, in S <b> 101 of the switching determination process, the first condition determination block 540 determines whether or not a deviation prediction condition is satisfied. Specifically, it is determined whether any one of the four conditions Cd1, Cd2, Cd3, and Cd4 (see FIG. 5) as the deviation prediction condition is satisfied. As a result, when a negative determination is made due to a situation where it is predicted that there is no difference between the sensation speed and the traveling speed, the switching determination process is terminated. On the other hand, if an affirmative determination is made due to a situation in which a deviation between the sensory speed and the traveling speed is predicted, the process proceeds to S102.

In S102, it is determined by the first speed difference determination block 541 whether or not the traveling speed significantly exceeds the limit speed with a speed difference equal to or greater than the switching determination value. As a result, if a negative determination is made, the process proceeds to S103. In S103, the first speed difference determination block 541 determines whether or not the traveling speed is significantly insufficient with a speed difference equal to or greater than the switching determination value from the limit speed. As a result, when a negative determination is made, the switching determination process ends.

In contrast to the negative determination in S102 and S103, when an affirmative determination is made in either S102 or S103 due to a situation where the speed difference between the speed limit and the traveling speed is greater than or equal to the switching determination value, S104 Migrate to In S104, after the switching determination flag is turned on by the first switching control block 542, the switching determination process is terminated.

When the switching determination process is completed as described above, the process proceeds to S20 in FIG. In S20, the first switching control block 542 determines whether or not the switching determination flag is on. As a result, when a negative determination is made, the process returns to S10. On the other hand, if an affirmative determination is made, the process proceeds to S30, whereby the speed display 56v by the HUD 50 is controlled by the first switching control block 542 and switched to the highlight display 56e.

After switching to the highlight display 56e, the process proceeds to S40. In S40, an end determination process is executed. Specifically, as shown in FIG. 9, in the end determination process S <b> 401, the second condition determination block 543 determines whether or not the release prediction condition is satisfied. Specifically, it is determined whether any one of the three conditions Cr1, Cr2, Cr3 (see FIG. 6) as the release prediction condition is satisfied. As a result, when a negative determination is made due to a situation in which it is not predicted that the deviation between the sensation speed and the traveling speed has not been eliminated, the end determination process ends. On the other hand, if an affirmative determination is made due to a situation in which the deviation between the sensation speed and the traveling speed is predicted to be eliminated, the process proceeds to S402.

In S402, it is determined by the second speed difference determination block 544 whether or not the excess of the speed difference of the traveling speed with respect to the speed limit is equal to or less than the end determination value. As a result, if a negative determination is made, the process proceeds to S403. In S403, the second speed difference determination block 544 determines whether or not the shortage of the speed difference of the traveling speed with respect to the speed limit is equal to or less than the end determination value. As a result, when a negative determination is made, the end determination process ends.

In contrast to the negative determination in S402 and S403, if an affirmative determination is made in either S402 or S403 due to a situation where the speed difference between the speed limit and the traveling speed is equal to or less than the end determination value, the process proceeds to S404. And migrate. In S404, after the switching determination flag is turned off by the second switching control block 545, the termination determination process is terminated.

When the switching determination process is completed as described above, the process proceeds to S50 in FIG. In S50, the second switching control block 545 determines whether or not the switching determination flag is off. As a result, if a negative determination is made, the process returns to S40. On the other hand, if an affirmative determination is made, the process proceeds to S60, where the highlight display 56e by the HUD 50 is terminated by the second switching control block 545 and returned to the speed display 56v, and then the process returns to S10. .

In such a vehicle display control flow, S101 in the switching determination process of S10 corresponds to a condition determination step, and S102 and S103 in the switching determination process of S10 correspond to a speed difference determination step. In the vehicle display control flow, S104, S20, and S30 in the switching determination process in S10 correspond to a switching control step.

Examples of operational effects of the first embodiment described so far will be described below.

According to the first embodiment, the speed display 56v that displays the traveling speed by the HUD 50 in the host vehicle 2 is switched to the highlight display 56e when a specific case occurs. Here, the specific case is a case where the actual traveling speed and the driver's sensation speed are predicted to deviate and the speed difference between the traveling speed limit speed and the actual traveling speed is greater than or equal to the switching determination value. Therefore, in such a case, the driver who visually recognizes the highlight 56e is prompted to drive the vehicle 2 safely and can adjust the traveling speed according to his / her intention. According to this, the uncomfortable feeling felt by the driver by assisting safe driving can be reduced.

Further, according to the first embodiment, the speed difference between the speed limit and the travel speed is determined before the travel speed is forcibly decelerated below the speed limit by the integrated control ECU as the vehicle control ECU 42 of the host vehicle 2. Therefore, in a situation where a deviation between the perceived speed and the traveling speed is predicted, if the speed difference becomes greater than or equal to the switching determination value before the forced deceleration, the driver who visually recognizes the emphasis display 56e can be urged to travel safely. It is possible to suppress the resulting uncomfortable feeling.

Further, according to the first embodiment, the driver can visually grasp the situation where the traveling speed needs to be adjusted by visually recognizing the highlight display 56e formed by expanding the speed display 56v. In particular, the highlight display 56e of the first embodiment formed by enlarging the speed display 56v toward the driver's seat 20 is easy to be visually recognized by the driver on the driver's seat 20, so adjustment of the traveling speed is necessary. It becomes easy to grasp the situation. From these things, it is possible to improve the assist property of safe driving reliably.

Furthermore, according to the first embodiment, when the travel route of the host vehicle 2 is switched from the highway, which has a higher legal maximum speed than the general road, to the driver's sense of speed, to the general road. Is expected to deviate from the driving speed. Therefore, in a situation where the travel path is switched from the highway to the general road, if the speed difference between the speed limit and the travel speed is greater than or equal to the switching determination value, the speed display 56v is switched to the highlight display 56e, so that the driver You can be aware even if your senses become dull. According to this, since the driver who visually recognizes the emphasis display 56e can be urged to drive safely on a general road, it is possible to realize safe driving assist with reduced discomfort.

Further, according to the first embodiment, when the travel path of the host vehicle 2 is switched to the inside of the tunnel where the driver's speed sensation may be slowed down because it is narrower and darker than the outside of the tunnel, the driver's perceived speed is the driving speed. Expected to deviate from speed. Therefore, in the situation where the traveling path is switched from the outside to the inside of the tunnel, when the speed difference between the speed limit and the traveling speed becomes greater than or equal to the switching determination value, the speed display 56v is switched to the highlighted display 56e, so that the driver You can be aware even if your senses become dull. According to this, since the driver who visually recognizes the emphasis display 56e can be urged to drive safely inside the tunnel, it is possible to realize safe driving assistance with reduced discomfort.

Further, according to the first embodiment, when the traveling path of the host vehicle 2 is a slope where the traveling speed is likely to change suddenly, the driver's perceived speed may deviate from the traveling speed when there is a possibility that the driver's speed feeling may be slowed down. It is predicted. Therefore, when the speed difference between the speed limit and the traveling speed becomes equal to or higher than the switching determination value on the slope, the speed display 56v is switched to the highlight display 56e, so that the driver can be aware even when the speed sensation becomes dull. . According to this, since the driver who visually recognizes the emphasis display 56e can be encouraged to drive safely on the slope, it is possible to realize safe driving assist with reduced discomfort.

Further, according to the first embodiment, when the driving time zone of the host vehicle 2 is a dark night around the driver, the driver's sensation speed is predicted to deviate from the driving speed when the driver's speed sensation may be reduced. Is done. Therefore, when the speed difference between the speed limit and the traveling speed becomes greater than or equal to the switching determination value at night, the speed display 56v is switched to the highlight display 56e, so that the driver can be aware even when the speed sensation becomes dull. . According to this, since the driver who visually recognizes the highlight 56e can be urged to drive safely at night, it is possible to realize safe driving assistance with reduced discomfort.

Furthermore, in the first embodiment, when it is predicted that the difference between the sensation speed and the traveling speed has been eliminated and the speed difference between the speed limit and the traveling speed is equal to or less than the end determination value, the highlighting 56e is ended, so that the driver can It is possible to sensuously grasp that safe driving is ensured by eliminating the deviation. According to this, since it is possible to prevent the safe driving assist by the highlighting 56e from continuing more than necessary, it is possible to reduce the troublesomeness felt by the driver due to the driving safety assist.

Further, according to the first embodiment, the highlight 56e is terminated when the predicted difference in time required to eliminate the deviation elapses after the deviation between the sensory speed and the running speed is predicted. According to this, it is possible to reliably prevent the safe driving assist by the highlighting 56e from continuing more than necessary, and to give a sense of reliability to the troublesome reduction effect.

Furthermore, according to the first embodiment, when the deviation between the sensation speed and the running speed is predicted, and the running state of the host vehicle 2 follows the running flow of the other vehicle, it is predicted that the deviation is eliminated. Will end the highlighting. According to this, it is possible to reliably prevent the safe driving assist by the highlighting 56e from continuing more than necessary, and to give a sense of reliability to the troublesome reduction effect.

Further, according to the first embodiment, when it is predicted that the difference between the sensation speed and the traveling speed is predicted and then the vehicle is temporarily stopped, and the shift is predicted to be eliminated, the highlighting 56e ends. It will be. According to this, it is possible to reliably prevent the safe driving assist by the highlighting 56e from continuing more than necessary, and to give a sense of reliability to the troublesome reduction effect.

(Second embodiment)
As shown in FIGS. 10 and 11, the second embodiment of the present disclosure is a modification of the first embodiment. In the display system 2005 of the second embodiment, the HUD 2050 functioning as a display unit employs a speed display 2056v that displays the speed limit together with the traveling speed, as shown in FIG. Here, the speed limit is displayed, for example, as an image 2056l representing a speed limit sign at a location adjacent to the displayed travel speed as in the first embodiment.

In such a second embodiment, the speed display 2056v of FIG. 10 by the HUD 2050 is controlled by the first switching control block 542 of the HCU 54, thereby switching to the highlight display 2056e of FIG. Here, the emphasis display 2056e means that the display state of both the traveling speed and the speed limit is highlighted and emphasized by enlarging the speed display 2056v, so that the assist performance of the safe driving by alerting is improved for the driver. Say. In addition, about the formation process of the highlight 2056e, and the process by S30 of the display control flow for vehicles, it becomes a process according to 1st embodiment.

Further, in accordance with this, in the second embodiment, the highlight display 2056e of FIG. 11 by the HUD 2050 is ended by the second switching control block 545 of the HCU 54, thereby returning to the speed display 2056v of FIG. The return processing to the speed display 2056v and the processing at S60 of the vehicle display control flow are processing according to the first embodiment.

Therefore, in the HUD 2050 of the second embodiment as described above, the speed display 2056v that displays the speed limit together with the traveling speed is enlarged, so that the emphasis display 2056e is formed. As a result, the driver can sensuously grasp the situation where the traveling speed needs to be adjusted not only from the increase in the traveling speed and the limit speed that can be visually recognized as the highlight display 2056e but also from the difference between the speeds. Therefore, it is possible to dramatically improve the assist performance of safe driving. Furthermore, according to the second embodiment, the effects described in the first embodiment can also be exhibited.

(Third embodiment)
As shown in FIGS. 12 and 13, the third embodiment of the present disclosure is a modification of the first embodiment. The display system 3005 of the third embodiment is not provided with the HCU 54 as shown in FIG. For this purpose, in the display system 3005,

display ECUs

3050c, 3051c, 3052c mainly composed of a microcomputer in each

display element

3050, 3051, 3052 and the display operation switch 53 are connected to the in-vehicle network 6. Accordingly, in the display system 3005, the control function of the HCU 54 described in the first embodiment is distributed to the

display ECUs

3050c, 3051c, and 3052c of the

display elements

3050, 3051, and 3052. For example, the navigation display control is executed by at least the display ECU 3051c of the MFD 3051. The speed display control is individually executed by the display ECU 3050c of the HUD 3050 and the display ECU 3052c of the combination meter 3052. The display ECU 3050c corresponds to a vehicle display control device. The display ECU 3051c also corresponds to a vehicle display control device.

Therefore, in the third embodiment, the HUD 3050 functions as a display unit, and the display ECU 3050c of the HUD 50 functions in accordance with the HCU 54 of the first embodiment as a vehicle display control device that controls the operation of the HUD 3050. That is, the display ECU 3050c functionally constructs a plurality of

blocks

540, 541, 542, 543, 544, and 545 as shown in FIG. 13 by executing the vehicle display control program stored in the internal memory 3050m. To do. At the same time, the display ECU 3050c that constructs the

blocks

540, 541, 542, 543, 544, and 545 executes the vehicle display control flow according to the first embodiment. Therefore, according to the third embodiment as described above, the functions and effects described in the first embodiment can be similarly exhibited.

(Other embodiments)
Although a plurality of embodiments of the present disclosure have been described above, the present disclosure is not construed as being limited to those embodiments, and various embodiments and combinations can be made without departing from the scope of the present disclosure. Can be applied.

Specifically, in the first modification, the forced deceleration by the integrated control ECU as the vehicle control ECU 42 may not be executed. In the second modification, the speed display 56v is enlarged by starting from a position other than the specific corner 21pc in the projection area 21p, for example, the center or other corner of the projection area 21p, thereby highlighting the display 56e. , 2056e may be formed. In the third modification, the emphasis display 56e and 2056e may be formed by one type or a plurality of types of other processes without executing the enlargement process exemplified in the first embodiment. In the modified example 4, the emphasis displays 56e and 2056e may be formed so that the fine amount when the speed limit is violated is displayed and emphasized together with the traveling speed.

In Modification 5, for example, display elements other than the HUD 50 such as

MFD

51 and 3051 may function as a display unit. At this time, in the example shown in FIGS. 14 and 15 as the modified example 5 of the first embodiment, the corner 51pc on the upper side and the side away from the driver's seat 20 in the display area 51p defined by the MFD 51 as a substantially rectangular shape is the starting point. As a result, the highlighted display 56e is formed by expanding the speed display 56v before switching to the lower side and the driver's seat 20 side. On the other hand, in the example shown in FIGS. 16 and 17 as the modified example 5 of the first embodiment, the speed display 56v before switching is set on the lower side, starting from the corner 51pc on the upper side of the display area 51p and closer to the driver's seat 20. And the emphasis display 56e is formed by expanding to the opposite side to the driver's seat 20.

In the modification 5 of the first and second embodiments, the HCU 54 is caused to function as a vehicle display control device that controls the operation of the MFD 51 including the speed displays 56v and 2056v. Moreover, in the modification 5 regarding 3rd embodiment, display ECU3051c of the said MFD3051 is functioned as a vehicle display control apparatus as a vehicle display control apparatus which controls the action | operation of MFD3051 including the speed display 56v.

In Modification 6, three or less conditions among the conditions Cd1, Cd2, Cd3, and Cd4 may be adopted as the deviation prediction conditions. In the modified example 7, as long as the deviation between the sensation speed and the traveling speed is predicted, a deviation prediction condition other than the conditions Cd1, Cd2, Cd3, and Cd4 may be adopted.

In Modification 8, two or less conditions among the conditions Cr1, Cr2, and Cr3 may be adopted as the cancellation prediction conditions. In the modified example 9, regarding the condition Cr2 as the cancellation prediction condition, if the traveling state along the traveling flow is confirmed even temporarily, it may be determined that it has been established. In the modified example 10, if the temporary stop is confirmed even once for the condition Cr3 as the cancellation prediction condition, it may be determined that it has been established. In the modified example 11, as long as it is a condition that the cancellation of the deviation between the sensation speed and the traveling speed is predicted, a cancellation prediction condition other than the conditions Cr1, Cr2, and Cr3 may be adopted.

In Modification 12, the second condition determination block 543 is not constructed, and it is not necessary to execute S401 of the end determination process in the vehicle display control flow. In the twelfth modified example, when the speed difference between the speed limit and the traveling speed becomes equal to or less than the end determination value, the highlights 56e and 2056e are ended, so that the driver can grasp sensuously that safe driving is ensured. . According to this, since it is possible to prevent the safe driving assistance by the highlights 56e and 2056e from continuing more than necessary, the troublesomeness felt by the driver due to the driving safety assistance can be reduced.

In Modification 13, the second speed difference determination block 544 is not constructed, and S402 and S403 of the end determination process in the vehicle display control flow may not be executed. In the thirteenth modified example, when it is predicted that the deviation between the sensation speed and the traveling speed has been eliminated, the highlights 56e and 2056e are terminated, so that the driver can sensuously understand the elimination of the deviation. According to this, since it is possible to prevent the safe driving assistance by the highlights 56e and 2056e from continuing more than necessary, the troublesomeness felt by the driver due to the driving safety assistance can be reduced.

As mentioned above, although the embodiment, configuration, and aspect of the vehicle display control device and the vehicle display control method according to the present disclosure have been illustrated, the embodiment, configuration, and aspect according to the present disclosure are the above-described embodiments, configurations, and configurations. It is not limited to each aspect. For example, embodiments, configurations, and aspects obtained by appropriately combining technical sections disclosed in different embodiments, configurations, and aspects are also included in the scope of the embodiments, configurations, and aspects according to the present disclosure.

Claims

A vehicle display control device for controlling display by a display unit (50, 2050, 3050, 3051) of the host vehicle (2),
A condition determination unit (540) that determines whether or not a deviation prediction condition that is predicted to cause a deviation between the driver's sensation speed and the actual travel speed in the host vehicle is satisfied;
A speed difference determination unit (541) for determining whether or not a speed difference between a speed limit determined on a travel path on which the host vehicle travels and an actual travel speed is greater than or equal to a switching determination value;
When the condition determination unit makes a determination that the deviation prediction condition is satisfied and the speed difference determination unit makes a determination that the speed difference is greater than or equal to the switching determination value, the display unit causes the display unit to A vehicle display control device comprising: a switching control unit (542) that controls a speed display (56v, 2056v) for displaying a traveling speed and switches to a highlight display (56e, 2056e) for emphasizing the speed display.
The speed difference determination unit determines the speed difference before a forced deceleration condition for forcibly decelerating the traveling speed to be equal to or lower than the speed limit by the forced deceleration unit (42) of the host vehicle. Vehicle display control device.
The vehicle display control device according to claim 1 or 2, wherein the switching control unit forms the highlighted display by enlarging the speed display.
4. The vehicle display control device according to claim 3, wherein the switching control unit forms the highlighted display by expanding the speed display toward a driver's seat (20) of the host vehicle.
The vehicle according to claim 3 or 4, wherein the switching control unit forms the emphasis display (2056e) by enlarging the speed display (2056v) that displays the speed limit together with the travel speed in the display unit. Display controller.
The condition determination unit determines whether or not the deviation prediction condition is satisfied, with the deviation prediction condition being that the travel road is switched from an expressway having a legal maximum speed higher than that of a general road to the general road. 6. The vehicle display control device according to any one of 1 to 5.
The condition determination unit determines whether or not the deviation prediction condition is satisfied, with the deviation prediction condition being that the travel path is switched from the outside to the inside of the tunnel. Vehicle display control device.
The vehicle display control device according to any one of claims 1 to 7, wherein the condition determination unit determines whether or not the deviation prediction condition is satisfied, using the deviation prediction condition that the traveling road is a slope. .
9. The condition determination unit according to claim 1, wherein the condition determination unit determines whether or not the deviation prediction condition is satisfied, using the deviation prediction condition that a traveling time zone in which the host vehicle travels is nighttime. Vehicle display control device.
The speed difference determination unit determines whether or not the speed difference is equal to or less than an end determination value;
The switching control unit terminates the highlighting when the speed difference determination unit makes a determination that the speed difference is equal to or less than the end determination value. Vehicle display control device.
The condition determination unit determines whether or not a cancellation prediction condition for predicting that a deviation between the sensation speed and the travel speed has been canceled,
The vehicle display control according to any one of claims 1 to 9, wherein when the condition determination unit makes a determination that the cancellation prediction condition is satisfied, the switching control unit ends the highlighting. apparatus.
The condition determination unit determines whether or not a cancellation prediction condition for predicting that a deviation between the sensation speed and the travel speed has been canceled,
The speed difference determination unit determines whether or not the speed difference is equal to or less than an end determination value;
When the condition determination unit makes a determination that the cancellation prediction condition is satisfied and the speed difference determination unit makes a determination that the speed difference is equal to or less than the end determination value, the switching control unit The vehicle display control device according to any one of claims 1 to 9, wherein the highlighting is terminated.
The condition determination unit determines whether or not the cancellation prediction condition can be satisfied, with the cancellation prediction time that is predicted to be required to eliminate the shift elapses from the satisfaction of the shift prediction condition. Item 13. The vehicle display control device according to Item 11 or 12.
The condition determination unit determines whether or not the cancellation prediction condition is satisfied, with the cancellation prediction condition being that the traveling state of the host vehicle follows the traveling flow of another vehicle after the deviation prediction condition is satisfied. 14. The vehicle display control device according to any one of items 13.
The condition determination unit determines whether or not the cancellation prediction condition is satisfied, using the suspension prediction condition that the host vehicle temporarily stops after the deviation prediction condition is satisfied. The display control apparatus for vehicles as described.
A vehicle display control method for controlling display by a display unit (50, 2050, 3050, 3051) of the host vehicle (2),
Determining whether or not a deviation prediction condition that is predicted to deviate between the driver's perceived speed and the actual traveling speed in the host vehicle is satisfied (S10, S101);
Determining whether or not the speed difference between the speed limit determined on the travel path on which the host vehicle is traveling and the actual travel speed is greater than or equal to a switching determination value (S10, S102, S103);
When it is determined that the deviation prediction condition is satisfied and the speed difference is equal to or greater than the switching determination value, the display unit controls the speed display (56v, 2056v) for displaying the traveling speed, and the speed A vehicle display control method including switching to highlight display (56e, 2056e) that emphasizes display (S10, S104, S20, S30).